Anti-detonation fuel delivery system

ABSTRACT

A fuel processing device ( 2 ) is provided that produces fuel aerosol particles ( 5 ) that when mixed with combustion air, reduces or eliminates detonation (knock) in internal combustion engines, reducing fuel octane requirements and improving burning characteristics of the fuel. The device includes an adapter ( 10 ) between fuel injector ( 12 ) and port ( 14 ) for the fuel injector, the adapter being of a hollow cylindrical configuration. A plurality of plates ( 46 ) are disposed in the adapter, plates ( 46 ) provided with a central opening ( 50 ), with radially extending slots ( 52 ) extending away from the central opening ( 50 ). Each slot has one edge configured with a vane ( 56 ) that creates turbulence in the air/fuel mix passing through the adapter so that larger droplets are broken up into smaller droplets until an optimum droplet size is reached.

CROSS REFERENCE TO RELATED APPLICATIONS

This application claims priority from PCT application numberPCT/US03/08635, filed 19 Mar. 2003, which in turn claims-priority fromU.S. patent application Ser. No. 10/101,250, filed 19 Mar. 2002, nowU.S. Pat. No. 6,736,376, issued May 18, 2004.

FIELD OF THE INVENTION

This invention relates to internal combustion fuel systems, andparticularly to such a system wherein an atomizing device communicatingwith an interior of an intake manifold or throttle body serves toaerosolize the fuel so that droplet size of the fuel is withinpredefined limits, allowing the engine to operate with a highercompression ratio and/or a lower octane rating.

BACKGROUND OF THE INVENTION

A large number of methods for producing fuel-air mixtures forreciprocating internal combustion engines are known, and many arepatented. As far as Applicant is aware, previously disclosed methods allattempt to produce a fuel vapor mixed thoroughly with air. In many ofthese methods, fuel is heated, some instances to approximately a boilingpoint of the fuel, in order to convert the fuel to a gas prior to itsinduction into a combustion chamber. Virtually all attempt to minimizefuel droplet size based on the belief that fuel droplets in the fuel/airmixture cause inefficient combustion and generate more pollutants in theexhaust.

However, providing a stoichiometric fuel/air mixture wherein the fuel isin a vapor form also provides a readily explosive mixture. This becomesa problem when loading on an engine causes pressure increases incombustion chambers thereof sufficient to raise a temperature of thefuel/air mixture to or beyond its ignition point. This in turn causesthe fuel/air mixture to explode all at once (rather than burning evenlyin an outward direction from the spark plug), a condition commonly knownas “knock” due to the knocking noise created, as bearings of therotating parts of the engine are slammed together under the force of theexplosion. As might be imagined, such a condition is deleterious tobearings and other parts of the engine, and greatly shortens enginelife.

In accordance with the present invention (referred to in one embodimenthereinafter as “Star Tube”), an apparatus and process of fluid fueltreatment is provided, the process converting fuel into an aerosolhaving droplets of a predetermined maximum size with a minimum of vaporbeing generated in the induction air stream. The object of thisinvention is to allow internal combustion engines such as Otto-cycleengines, two-stroke engines, Wankel-type engines and other such enginesthat compress a fuel/air mixture just prior to sparked ignition tooperate on a fuel-air mixture that is stoichiometrically correct withoutdetonation, thus reducing fuel octane requirements for engines of agiven compression ratio. This is achieved because fuel droplets “burn”at a slower rate than a gas/air mixture which explodes, thus reducingthe tendency of an engine to knock. Here, it is believed that a fueldroplet within the aforementioned range burns in layers, so that as anouter layer of the fuel droplet is burned off, oxygen is temporarilydepleted around the droplet. Oxygen then surrounds the droplet ascombustion gases around the droplet expand and dissipate, allowing thenext layer to burn off. This process is repeated until the fuel dropletis fully burned.

Engines such as diesel or other direct injection engines may alsobenefit from having the fuel particle size such that an even burn occursalthough there is generally no knock problem with such engines.

It may also be possible that since, in the instant invention, fuel isinitially sprayed into a generally confined tube, vapor saturationwithin the tube prevents further evaporation of the fuel droplets,causing the fuel droplets to be reduced in size mechanically rather thanby evaporation as they travel to the combustion chamber. Here, as thefuel is sprayed into the tube, lighter, more volatile components of thefuel instantly evaporate and increase hydrocarbon vapor pressure withinthe tube, suppressing evaporation of the heavier hydrocarbon componentsin the droplets. The heavier-component fuel droplets are processedmechanically by the Star Tube until they reach a size sufficiently smallso as to travel with a localized region of lighter-componentfuel-saturated air into the combustion chamber.

In accordance with the foregoing, it is one object of the invention toprovide apparatus for decreasing or eliminating engine knock andimproving combustion by aerosolizing fuel into droplets of apredetermined size. It is another object of the invention to provideapparatus for generating a fuel/air mixture wherein the fuel isincorporated into the droplets to as great an extent as possible, withas little vapor as possible. It is yet another object of the inventionto enable an internal combustion, spark ignition engine to operatenormally without knock using a fuel of a lower octane rating than theengine is rated for. Other objects of the invention will become apparentupon a reading of the following appended specification.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1 is a diagrammatic view of the broadest concept of the inventionwherein a variety of devices may be used as one component of the system.

FIG. 1 a is a diagrammatic view of a particular anti-detonation fueldelivery system of the present invention.

FIG. 1 b is a diagrammatic view showing particulars of constructionrelated to another embodiment of the present invention.

FIG. 2 is a cut-away view of the embodiment shown in FIG. 1 a.

FIG. 2 a is an end view of the embodiment shown in FIG. 1 a.

FIG. 2 b is a cut-away view showing particulars of construction ofanother embodiment of the invention.

FIG. 3 is a top view of a star spin-and-shear plate of the embodiment ofFIG. 1 a.

FIG. 4 is a side view of the Star Spin-and-Shear-Plate of the embodimentof FIG. 1 a.

FIG. 5 is a cut-away view of a star spin-and-shear plate illustratingparticulars of operation.

FIG. 6 is a cut-away, diagrammatic view of a cylinder and combustionchamber of a Diesel engine fitted with a Star Tube of the instantinvention.

DETAILED DESCRIPTION OF THE DRAWINGS

The basic principle of operation of the present invention involvesproviding a fuel spray having droplets of a predetermined size,generally from about 50 microns or so down to just larger thansub-micron clumps of fuel generally considered to be vapor. In abroadest concept of the invention, and as shown in FIG. 1, a throttlebody or intake manifold 1 is provided with any device 2 capable ofreceiving liquid fuel from a fuel tank 3 and associated fuel pump 4 andconverting it into droplets 5 of the described size and providing thedroplets to an induction airflow of an internal combustion engine.Droplets that are too large, and to any extent possible fuel vapor, arereturned to tank 3 via line six.

Oversize droplets can be isolated by centrifugal force in a vortex orcontrolled path, or screens can be used to trap oversized particles.

Pursuant thereto, devices such as piezoelectric atomizers, ceramicsieves receiving pressurized fuel, specialized nozzles such as SIMPLEX™nozzles and LASKIN™ nozzles, air pressure atomizers, rotary cupatomizers, inkjet-like devices that operate using inkjet or bubble jettechnologies, insecticide spray nozzles and other nozzles such asSPRAYTRON™-type nozzles available from CHARGED INJECTION CORPORATION ofNew Jersey may be incorporated into a throttle body or intake manifold.In addition, devices such as the NEBUROTOR™ available from IGEBAGERAETEBAU CORPORATION of Germany. This device uses a motor-drivenrotating blade to break the liquid fuel into droplets of the desiredsize.

In one particular embodiment of the instant invention, part of thenormal airflow through the intake manifold is diverted and utilized toprocess fuel sprayed by one or more fuel injectors into droplets of apredetermined size. This embodiment uses a series of vanes angularlypositioned to spin the diverted induction air flow and fuel droplets,forcing the air and fuel droplets in a flow path through slits that areformed by the vanes. The vanes also create turbulence in the flow path,causing mechanical breakup of the fuel into smaller droplets. Withinthese combined actions, the spiral path creates centrifugal force on thefuel droplets that tend to tear the droplets apart, and the turbulencehelps to shear apart oversized particles. As the droplets becomesuccessively smaller as they pass through the Star Tube, it is believedthat the centrifugal and shearing forces overcome surface tension in theliquid fuel droplets until an equilibrium point between the centrifugaland shearing forces and the surface tension of the droplet is reached.Also, as the particle sizes approach the desired upper limits, spinalong the axis of the Star Tube causes particles that are still abovethe desired size to drift outward from centrifugal force into narrowerregions of successive vanes for more processing, while allowingcorrectly sized particles to flow generally near or through centralopenings along the axis of the Star Tube. After exiting the Star Tube,the resulting aerosol is mixed with the rest of the induction air streamand the fuel-air mixture is drawn into a combustion chamber.

The method described herein creates a fuel-air mixture that allows afuel with a lower octane rating to be used without knock in a highercompression spark ignition engine than would otherwise be the case. Asstated, many combinations and permutations of various devices andmethods for producing aerosols with approximately the same droplet sizemay be utilized. Through extensive experimentation, Applicant hasdiscovered that when an aerosolized fuel with properly sized droplets isused in an internal combustion spark ignited engine, the aerosolizedfuel has less of a tendency to cause the engine to knock. In the instantinvention, it is believed the extent to which knocking of an engine isreduced is dependant on how well fuel particle size is controlled. Fuelparticles that are too large will not burn completely, causing loss ofpower and unburned hydrocarbons in the exhaust gas. On the other hand,if the droplets are too small and too much vapor is developed in theaerosolization process, the smaller droplets and vapor may spontaneouslydetonate (knock) due to increased engine compression as the engine isloaded or if the compression ratio of the engine is too high for theoctane rating of the fuel. Empirically derived results have demonstratedthat a generally desired particle size range is less than 50 microns orso in diameter and larger than the sub-micron clumps of molecules thatare generally considered to be vapor. Within this range, a droplet sizeof about 20 microns or so appears to be optimal. Above a droplet size ofabout 50 microns, power begins to drop off and unburned hydrocarbonlevels began to increase in the exhaust gases. In an engine whereexhaust gases are closely monitored by an engine controller, theseunburned hydrocarbons could cause the engine controller to reduce fuelin the fuel-air mixture, creating a situation where the engine is notproducing rated power.

As described herein, FIG. 1 a illustrates, by way of example, onepossible embodiment of a Star Tube adapter 10 which may be mountedbetween a conventional fuel injector 12 and an injection port 14 in athrottle body 16 (dashed lines) or in an intake manifold of an internalcombustion engine. Conventionally, a fuel injector 10 is fitted toinjection port 14 so as to provide a spray of fuel to induction air, asindicated by arrow 18, flowing through the throttle body and intakemanifold. As shown, one end B of Star Tube adapter 10 is configured toreceive the injection end of a fuel injector 12, with the other end A ofthe fuel injector configured so as to be mountable in a fuel injectionport 14 that otherwise would receive the fuel injector. In somecurrently manufactured engines, there is more than 1 fuel injector inrespective ports in the throttle body that provide fuel to all thecylinders of the engine, thus there is a Star Tube for each respectiveinjector. A portion of the induction air 18 flowing through the throttlebody (or intake manifold) 16 enters openings O in end B of the StarTubes to create turbulence in order to break up the fuel droplets. Inother engines where there is a fuel injector and corresponding injectionport for each combustion chamber, these ports are typically located inthe intake manifold proximate to a respective intake port or valve, withthe fuel injector body mounted outside the intake manifold. Here, and asstated, the Star Tube may be configured at this end A to fit theinjection port, as by being of a reduced diameter, and be configured atthe other end B as an injection port so as to receive the injecting endof a fuel injector. In this instance, a portion of the induction air maybe routed or directed to the Star Tube so as to create a motive airflowtherethrough, or a carrier gas may be provided independently of theinduction airflow. This carrier gas may be an inert gas such as drynitrogen or filtered atmosphere gasses, or a combustible gas such aspropane or butane. Where propane or butane is used, an octane rating offuels having a lower octane rating is beneficially increased due to thehigher octane rating of propane and butane. In addition, the carrier gasmay be or include an oxidizing gas such as nitrous oxide, which may besupplied through the Star Tubes in a quantity or proportion commensuratewith its use as a racing additive. In this instance, the motive flow ofgas through the Star Tube may be switched between another gas that mayor may not be combustible and the nitrous oxide. In addition, othergasses that raise octane rating of the fuel, provide anti-pollutionqualities, increase power output of the engine or increase surfacetension of the fuel droplets may also be used, either alone or incombination. Further, vapors from liquids may also be used, such asalcohol. Thus, it should be apparent that any gas or vapor orcombination thereof may be used for generating a gaseous flow throughthe Star Tubes, this flow being of a sufficiently high rate so as togenerate turbulence to mechanically break the fuel droplets into smallerdroplets having a size within the predetermined range as describedabove.

As shown in FIG. 1 b, a supply of gas may be coupled to the Star Tubesby an annular hollow collar 20 open on a bottom side next to openings Oin the end of the Star Tubes, and fitted to a top of the Star Tubes.Injectors 12 fit in the opening of the annular collar and communicatewith an interior of the Star Tube assembly. The supply of gas 22 isprovided to collar 20, and may be valved by a valve 24 (dashed lines)operable to release a burst of gas in conjunction with the fuel injectorbeing energized to release a spray of fuel. In other instances, the gaswould simply flow continuously. In another embodiment, Star Tubes 10 maysimply be closed at a top and except for a port for the fuel injector,with gas 22 being supplied directly to the Star Tubes. In all instanceswhere needed, the Star Tube and fuel injector are conventionally mountedand supported by brackets or similar structure (dashed lines in FIG. 1a), as should be apparent to one skilled in the art.

As many modern engines test exhaust gas products to determine quantityof fuel to be provided to the induction air, addition of any of theaforementioned gasses or vapors to induction air would be compensatedfor by the engine controller in order to keep the fuel/air mixture at astoichiometric proportion. Further, in the instance where there is afuel injector for each combustion chamber, an aftermarket or OEMmanifold may be provided with provisions to house the fuel injectors andStar Tubes in a position proximate a respective intake port of acombustion chamber, with possibly an air scoop or independent channelcast or mounted in the interior of the intake manifold to direct anappropriate proportion of induction air through the Star Tubes.Alternately, an amount of gas or vapor flowing through the Star Tubesmay be controlled, as by a computer such as an engine controller, tomaintain or assist in maintaining a stoichiometric fuel/air mixture orto increase or decrease a flow of motive gas through the Star Tube tocompensate for changes in induction airflow, as when the acceleratorpedal is depressed to a greater or lesser degree. Alternately,mechanical linkages coupled to valving apparatus may be employed forsuch increases and decreases in the motive flow through the Star Tubes.

With reference again to FIG. 1 a, and as described, a Star Tube 10 maybe mounted in the throttle body or intake manifold 16 between arespective fuel injector and an associated injection port. Typically,the liquid fuel is pumped by a low pressure fuel pump 26 in a fuel tankto a high pressure fuel pump 28, which conventionally develops fuel flowas shown to the fuel injectors 12. Injectors 12 produce pulsed sprays ofaerosol fuel as controlled by an engine controller (not shown), whichdetermines both quantity and timing of the sprays. These sprays ofaerosol fuel from the fuel injectors 12 are fed directly into Star Tubes10 where the spray is processed into smaller droplets of 50 microns orless in diameter, and subsequently fed into the throttle body, intakemanifold or any other regions in which fuel would be appropriatelyinjected. Induction air and the fuel aerosol as processed by the StarTubes is then drawn into a combustion chamber (not shown). The fuelfeeding the fuel injectors may be conventionally regulated to a constantpressure by fuel pressure regulator 30, which relieves excess pressureby bleeding high pressure fuel via return line 32 to fuel tank 34 asshown by arrow 36, along with any vapor that has formed within the highpressure feed line. Of course, any of the devices shown and describedfor FIG. 1 may be substituted for the Star Tubes 10.

FIG. 2 shows a cross section of one of Star Tubes 10. Initially, at anend B of the Star Tube that receives an injection end 38 of a fuelinjector, a cap, as shown enlarged in FIG. 2 a, or other closure 40 maybe configured with an opening 41 which may be tapered to match a taperof fuel injection end 38. Positioned in cap 40 around injection end 38is a plurality (9 shown) of openings O, which may be sized to handle airflow through the Star Tube for a particular engine. In the example ofFIG. 2, a Star Tube constructed for use in a 350 cubic inch displacementengine is shown. In a popular, conventional version of this particularengine, there are four fuel injectors mounted in ports positioneddirectly in the airflow of a throttle body of the engine, with the fuelinjector and Star Tube mounted and supported by brackets (schematicallyillustrated by dashed lines). As such, a Star Tube is mounted betweeneach port and a respective fuel injector. While a plurality of openingsO are disclosed, other sizes and types of openings are also workable.For instance, as shown in FIG. 2 b, a single, annular opening 37 aroundend 38 of fuel injector 12 may be provided, possibly out to the innerdiameter of the Star Tube, or a smaller number of larger openings O maybe constructed in end B of the Star Tubes. In addition, and as stated,valves coupled to openings O or a single valve coupled to the end of theStar Tube may be used to release a burst of gas or vapor in conjunctionwith injector 12 being energized to release a spray of fuel. Asdescribed above, a most significant feature of the Star Tubes and gasflow therethrough is that the fuel droplets are broken up into dropletssmaller than about 50 microns or so. In addition, formation of dropletsby the Star Tubes tends to minimize fuel vapor formation in theinduction airflow.

As stated, a Star Tube that has been found to work well for the 350cubic inch engine is shown in FIG. 2. In this embodiment, the tubeportion 42 is about 1.5 inches outside diameter and about 1 inch insidediameter. Cap 40 is provided with a plurality (9 shown) of openings Oaround a periphery of the cap, these openings O each being about 0.187inch in diameter. A central opening 44 in cap 40 is about 0.5 inch indiameter to receive the fuel injector end 38. In the instance wherethere is simply an annular opening around end 38 of the fuel injector incap 40 or where cap 40 is omitted entirely, the injector body would besupported exterior of the Star Tube so that end 38 is generallycoaxially positioned with respect to the end of the Star Tube, formingan annular opening around the injector end 38.

The region of the tube portion 42 immediately adjacent cap 40, which maybe about 0.250 inches thick, is tapered on an interior side over about a0.5 inch length of the tube portion as shown in order to provide aclearance for openings O, which may be located around a periphery of cap40 and to provide a feeder region for fuel spray from the injector.Additionally, this taper may somewhat compress air flowing throughopenings O, advantageously speeding up velocity of air flowing throughthe Star Tube. Alternately, the Star Tube may be constructed of thinnermaterial. As such, the spray of fuel from the fuel injector is initiallyintroduced into the Star Tube along with a flow of gas. The flow of gasand fuel droplet spray then encounters a plurality (5 shown) of seriallyarranged Star-Spin-and-Shear-Plates 46 spaced about 0.75 inch from oneanother, with the closest star plate to the injector being spaced about0.75 inch from the interior transition of the taper. The starspin-and-shear plates may be mounted in the tube as by an interferencefit between edges of each plate and an interior of a tube, by lips orsupports constructed along an interior surface of the tube that theplates rest on, by bonding the plates within the tube, securing byfasteners, or any other obvious means for securing the plates within thetube, as represented by blocks 48 in FIG. 2. Further, in the event aplate inadvertently loosens within a Star Tube, an end of the Star Tubeclosest to a respective intake manifold port or throttle body port maybe slightly narrowed or otherwise constructed so that the starspin-and-shear plate is not drawn into the intake manifold where itcould impact a valve or enter a combustion chamber.

The Star spin-and-shear plates 46 each have a plurality of types ofopenings (FIG. 3), these openings being a central opening 50 of about0.5 inches in diameter and a plurality, in this instance 6, of narrowingspoke-like openings or slits 52 communicating with and radiallyextending from central opening 50. As shown in FIG. 3, openings 52 maybe initially relatively wide at central opening 50, and angularlyconverge to a point 54 radially positioned at approximately 50 percentto 85 percent or so of a diameter of the plates 46. A ratio of thediameter of plate 46 with respect to central opening 50 may be about 3to 1, but a range of about 1.5 to 1 or so up to about 5 to 1 has beendiscovered to be workable.

As a feature of the invention, FIGS. 3–5 also illustrate a downwardlydepending vane 56 positioned on edges of each of openings 52. Vanes 56may be downwardly angled, as shown in FIGS. 4 and 5, at about from a fewdegrees to almost 90 degrees from a plane of the plate. However, in onecontemplated embodiment that works well, a vane angle of about 40degrees is used. Vanes 56, in conjunction with an opposed edge 58 ofopenings 52, serve to provide edges 60 (FIG. 5) that create turbulencewhen the airflow passes through a respective opening 52. This turbulenceshears and breaks up larger fuel droplets into smaller droplets as theflow passes through successive star plates 46 until a desired dropletsize of about 50 microns is reached. In addition, since all vanes 56 maybe oriented to direct airflow in the same direction, a net spin of theaerosol mix through the Star Tube may be provided (clockwise in FIG. 3),causing larger fuel droplets to drift outward due to centrifugal forcetoward a perimeter of the Star Tube, where they are forced to passthrough a narrower portion of openings 52 where turbulence through thenarrower opening is greater. Here, this greater turbulence developed bythe narrower regions of openings 52, in combination with sharp or abruptedges 60, causes the larger droplets to be broken up into smallerdroplets. As such, smaller fuel droplets that are not as greatlyaffected by centrifugal force are prone to pass through portions ofopenings 52 closer to, or through central openings 50.

In addition, it has been found that the vanes may be angled eitherupward or downward, with approximately equal performance with respect tobreaking up larger droplets into smaller droplets. Here, while therotation imparted by downwardly extending vanes causes axial spin offuel/air mixture through the Star Tube, upwardly extending vanes alsocreates spin through the Star Tube, in addition to the aforementionedshearing action around edges of openings 52.

While a star shear-and-spin plate is disclosed, other configurations ofplates with openings therein have been tested and have been found towork, albeit to a lesser extent but to an extent which may be practical.For instance, in one test the star shear-and-spin plates were replacedwith conventional flat washers. In this example, spin of the airflow waseliminated while providing relatively sharp or abrupt edges aroundcentral openings in the washers that developed turbulence. Thisembodiment worked about 40% as well as the star shear-and-spin plateshaving radially extending slits. From this, it should be apparent thatopenings of any configuration in the plates may be used. This wouldinclude star-shaped openings, rectangular openings, square openings, orany other opening configuration. In addition these openings may bealternated between successive plates so that a first plate may have oneparticularly configured opening and the next plate may have adifferently configured opening, and so forth.

At an opposite end of the Star Tube (the tube configured at thisopposite end to be fitted into a fuel injector port of an intakemanifold or throttle body) the processed fuel/air mixture is drawn intoa throttle body or intake manifold, where the processed fuel aerosolparticles suspended in the carrier air flowing through the Star Tube aremixed with induction air flowing through the throttle body or intakemanifold and subsequently drawn into a combustion chamber.

While 6 spoke-like openings 52 are shown, more or fewer of theseopenings 52, such as about three or so or more, may be used. Likewise,while 5 star plates are shown, fewer or more of these plates may beused, such as from about 1 to 7 or so. Also, the Star Tubes, starspin-and-shear plates and openings in the star plates may be scaled asnecessary depending on displacement of the engine and number of StarTubes per cylinder.

As a primary function of a fuel injector is to provide a selected amountof fuel as determined by an engine controller, the fuel injector simplyserves as a variable valving device responsive to the engine controller.As such, it may be possible to replace the fuel injector with a valvethat provides the required amount of fuel to a Star Tube or any deviceas described for FIG. 1 responsive to signal from an engine controller,with the Star Tube or other device breaking up the fuel into droplets ofthe predetermined size of about 50 microns or so. In addition, the StarTube may use a series of horizontal vanes to spin the air and fuelmixture through the Star Tube, forcing the larger fuel droplets to driftoutward and pass through narrower portions of the horizontal slits thatare formed by the vanes, in turn causing their mechanical breakup intosmaller droplets. In this embodiment, the mixture also has induced spinaround the axis of the Star Tube as well as turbulent spin from passingthrough the slits. The combined spins create centrifugal forces, that incombination with shearing edges, tend to tear the larger droplets apart.

As the droplets get successively smaller, it is believed thatcentrifugal and shearing forces overcome the surface tension in theliquid droplet down to an equilibrium point where the droplets cannot befurther reduced, which as stated is from about 50 microns down tosub-micron clumps just larger than vapor. The resulting aerosol is thenrecombined with the rest of the induction air, with the carrier airpassing through all the Star Tubes of an engine being up to about 5% orso of the total induction air flow through the throttle body or intakemanifold. The process of breaking up the larger droplets may further beassisted or regulated by additives in the fuel to limit breakup beyond aselected smallest size, such as 1–10 microns or so. Here, the additivemay be selected so as to increase surface tension in the fuel dropletsso that the smallest droplets do not break up into yet smaller dropletsthat may evaporate into vapor. For instance, the addition of a smallamount of heavier oil or a fuel oil to gasoline, or addition of a smallamount of glycerin or castor oil to alcohol, may increase surfacetension or reduce volatility of the fuel so as to facilitate dropletformation and minimize vapor formation.

Several test engines have been adapted with Applicant's invention inorder to test feasibility, practicality and workability of the StarTubes. For instance, one such engine was adapted as described above, andperformed as follows:

Engine:

A Chevrolet 350 CID engine bored out 0.030 to provide about 355 CID anda Compression Ratio of about 10.6:1.

Total runs done: more than 160.

Star Tubes: (Step Diffuser enhanced by Star spin)

Six Star-spoked openings, base to base: ¾ in.

Peak anti-detonation effect in this engine was found with 5 to 7 Starsteps. With more than 7 steps, power began to drop, probably because offuel restriction. With 3 star plates, the effect was still about 80% ofwhat it was with 5 star plates. In this engine;

Star plate OD: 15/16 in.

Tube ID: 13/16 in.

Tube OD: 1¼ in.

Smaller sized star plates and tubes still produced an effect but with aproportional reduction in engine power. Sizing of the Star plates maytherefore be a function of airflow (almost akin to engine size) throughthe engine. Considerable latitude appears to exist, but larger area starplates work better with larger displacement engines, and smaller areastar plates work better with smaller displacement engines. As a generalrule, the Star Tubes work well when they receive about 5% of the totalinduction airflow through the intake manifold or throttle body. Theopening or openings in cap 12 around the fuel injector tip are generallysized to allow little or no restriction of gas flow through the tube.

Typically, engine runs were from 5000 rpm down to 2500 rpm, with datareadings taken by conventional engine monitoring equipment. Particlesize was measured by a test rig wherein a Star Tube and associated fuelinjector was set up in a simulated throttle body constructed of atransparent material. An air compressor or fan was used to draw airthrough the simulated throttle body at speeds simulating inductionairflow. Conventional laser interferometry equipment, such as that usedto measure size of pesticide droplets, was used to measure the fueldroplets size just after the Star Tube. Engine measurements were takenat every 250 rpm from between 1500 rpm up to about 4500 rpm. Criticaldetonation data typically comes in between 3500 and 2800 rpm. Peaktorque typically comes in between 3000 and 4000 rpm. Spark advance wasset for best torque (without detonation, if any). With C-12 (108 octaneracing fuel), there was never any detonation regardless of the amount ofspark advance (this did not exceed 36 degrees). Using a gasoline with anoctane rating of about 80, peak torque with the Star Tubes was typicallyat about 28 to 30 degrees spark advance. This was always equal to orbetter than peak torque with C-12. The runs with C-12 runs were used toestablish a baseline.

The Star Tube of the instant invention may also work with certain Dieselor Diesel-type engines wherein the fuel is injected after thecompression and is ignited by compression. In this instance, andreferring to FIG. 6, a cut-away, diagrammatic view of a Diesel cylinderand combustion chamber 60 is shown. In this particular type of Dieselengine, a swirl chamber 62 is conventionally provided in a head portion64 of the combustion chamber, and a swirl cutout 66 is conventionallyprovided in a piston 68. A passageway 70 commnicates between swirlchamber 62 and a combustion chamber 72. A fuel injector 74 is mounted soas to inject fuel into swirl chamber 62, with a Star Tube 76 of thepresent invention mounted in passageway 70 so as to receive fuel frominjector 74 and convey fuel droplets to combustion chamber 72. It is tobe noted that the Star Tube 76 is sized so as not to completely fillpassageway 70, thus allowing some of the combustion air to bypass StarTube 76.

Operation of the embodiment of FIG. 6 is as follows. During thecompression stroke, essentially all of the combustion air is compressedinto the swirl chamber. At the appropriate time, which is typically 2degrees or so before top dead center for a Diesel engine, fuel isinjected into the Star Tube. At the beginning of the fuel injection, itis believed a small combustion burn occurs in the Star Tube, depletingthe tube of oxygen and allowing the remainder of the fuel droplets to besprayed into the Star Tube. The remainder of the fuel droplets areprocessed by the Star Tube as described abovee by combustion products ofthis small burn and are ejected from the Star Tube. The processeddroplets are ejected from the Star Tube and mixed with air bypassing theStar Tube via passageway 70. When cold, the engine may be started bymeans of a conventional glow plug 80 positioned below Star Tube 76.

Having thus described my invention and the manner of its use, it shouldbe apparent to those skilled in the art that incidental changes may bemade thereto that fairly fall within the scope of the following appendedclaims.

1. A method for providing an air/fuel mixture for use in an internalcombustion engine, said air/fuel mixture predominantly containingsize-limited fuel droplets having a maximum predetermined size, themethod comprising the steps of: a) providing a discrete, constrainedflow path separate from an induction airflow path of said internalcombustion engine, b) providing at least one turbulence-inducing deviceconfigured for producing said fuel droplets of said maximumpredetermined size with a minimum of fuel vapor in said constrained flowpath, c) introducing a flow of gas into said constrained flow path, d)injecting a liquid fuel into said constrained flow path so that saidliquid fuel is broken up by turbulence into fuel droplets of saidmaximum predetermined size, e) mixing said gas and said fuel droplets ofsaid maximum predetermined size with induction air flow in saidinduction airflow path for burning in combustion chambers of saidinternal combustion engine, whereby said fuel droplets of said maximumpredetermined size burn faster, cleaner and with less detonation thansaid liquid fuel in a vapor form or in a form other than said dropletsof said maximum predetermined size.
 2. A method as set forth in claim 1wherein said step of introducing a gas into a constrained flow pathfurther comprises the step of utilizing a small portion of saidinduction airflow as said flow of gas.
 3. A method as set forth in claim1 wherein said step of providing at least one turbulence-inducing devicefurther comprises the step of spinning said gas and said droplets insaid constrained flow path.
 4. A method as set forth in claim 1 whereinsaid step of mixing said gas and fuel droplets further includes the stepof mixing said gas and fuel droplets into said induction airflow in athrottle body of said internal combustion engine.
 5. A method as setforth in claim 1 wherein said step of mixing said gas and fuel dropletsfurther includes the step of mixing said gas and fuel droplets of apredetermined size with an induction air flow in an intake manifold ofsaid internal combustion engine.
 6. A method as set forth in claim 2further including the step of passing said gas and said fuel dropletsover a plurality of edges located in said constrained flow path todevelop said turbulence.
 7. A method as set forth in claim 6 furthercomprising the step of angling at least some of said edges so as todirect said fuel droplets and said gas in a spiral through saidconstrained flow path.
 8. A method as set forth in claim 1 wherein saidstep of introducing a gas into a constrained flow path further comprisesthe step of introducing a combustible gas in said constrained flow path.9. A method as set forth in claim 1 wherein said step of introducing agas into a constrained flow path further includes the step ofintroducing an oxidizing gas in said constrained flow path. 10.Apparatus for processing a fuel spray for an internal combustion enginecomprising: a fuel metering valve configured to be fitted in a port inan internal combustion engine, said fuel metering valve responsive to anengine computer to inject bursts of a selected quality of fuel, atubular member configured at a first end to receive said bursts of aselected quality of fuel and configured at an opposite, second end tointerface with said port, said first end of said tubular member furtherconfigured to receive a flow of gas along with said fuel, and at leastone turbulence-inducing device mounted inside said tubular member, andconfigured so that said flow of gas and said fuel flows past saidturbulence-inducing device, breaking up said fuel into droplets of amaximum predetermined size and smaller with a minimum of fuel vaporbeing produced, and subsequently mixing said minimum of fuel vapor, saiddroplets of a maximum predetermined size and smaller and said flow ofgas with an induction airflow of said engine.
 11. An apparatus as setforth in claim 10 wherein said droplets of a maximum predetermined sizeand smaller are less than about 50 microns in diameter.
 12. An apparatusas set forth in claim 10 wherein said flow of gas is a portion of saidinduction airflow.
 13. An apparatus as set forth in claim 10 whereinsaid flow of gas is a combustible gas.
 14. An apparatus as set forth inclaim 10 wherein said flow of gas is a non-combustible gas separate fromsaid induction airflow.
 15. An apparatus as set forth in claim 10wherein said turbulence-inducing device comprises a plate having atleast a centrally located opening therein.
 16. An apparatus as set forthin claim 15 further comprising a plurality of slits radially extendingfrom said centrally located opening.
 17. An apparatus as set forth inclaim 16 wherein said slits are wider near said central opening andconverge with distance from said central opening.
 18. An apparatus asset forth in claim 17 wherein edges of said slits are configured todirect said flow of gas and said droplets in a spiral through said tube.19. An apparatus for receiving a fuel spray from a fuel injector of aninternal combustion engine and reducing droplets of said fuel spray to asize of less than about 50 microns in diameterwhile producing a minimumof fuel vapor, said apparatus comprising; a tube configured at a firstend for receiving said fuel injector and configured at a second end tointerface with an engine port for receiving said fuel injector, a supplyof gas provided through said first end of said tube, a plurality ofturbulence-inducing plates mounted in spaced-apart relation in saidtube, whereby as said gas flows through said tube, said fuel spray isbroken up into said droplets due to turbulence from saidturbulence-inducing plates, after which said gas and said droplets aremixed with an induction airflow of said internal combustion engine. 20.An apparatus as set forth in claim 19 wherein said first end of saidtube has a cap having a central opening for receiving said fuel injectorand a plurality of smaller openings around said central opening forreceiving said flow of gas.
 21. An apparatus as set forth in claim 19wherein said first end of said tube comprises an open end, with a fuelinjector tip of said fuel injector positioned in said open end.
 22. Anapparatus as set forth in claim 19 wherein said first end of said tubecomprises an annular opening defined by an end of said fuel injector.23. An apparatus as set forth in claim 19 wherein said plurality ofturbulence-inducing plates each comprise a disk mounted in said tubegenerally perpendicular to an axis of said tube, each said disk havingan opening therein.
 24. An apparatus as set forth in claim 23 whereinsaid opening is a circular opening centrally located in said disk. 25.An apparatus as set forth in claim 24 further comprising a plurality ofslits extending outward from said circular opening.
 26. An apparatus asset forth in claim 25 wherein each slit of said slits is wider at saidcentral opening and becomes narrower with distance away from saidcircular opening.
 27. An apparatus as set forth in claim 25 wherein oneside of each of said slits is configured as a vane to direct said gasand said droplets flowing through said tube in a spiral motion.
 28. Anapparatus as is set forth in claim 19 wherein said gas comprises aportion of said induction airflow.
 29. An apparatus as set forth inclaim 19 wherein said gas is a combustible gas.
 30. An apparatus as setforth in claim 19 wherein said gas is an oxidizing gas.
 31. In aninternal combustion engine utilizing an induction airflow to mix withand transport fuel to at least one combustion chamber, a methodcomprising the steps of: a) providing a supply of liquid fuel of anoctane rating that would otherwise create detonation in said internalcombustion engine, b) in said induction airflow, breaking up said liquidfuel into fuel droplets of a maximum predetermined size while generatinga minimum of fuel vapor, c) drawing said induction airflow containingsaid fuel droplets of a maximum predetermined size into said combustionchamber, where said fuel is burned without detonation.
 32. A method asset forth in claim 31 wherein said step of breaking up said liquid fuelinto fuel droplets of a maximum predetermined size further comprises thestep of breaking up said liquid fuel with a nozzle configured forproducing said fuel droplets of a maximum predetermined size.
 33. Amethod as set forth in claim 31 wherein said step of breaking up saidliquid fuel into fuel droplets further comprises the step of breaking upsaid liquid fuel with a piezoelectric atomizer configured for producingsaid fuel droplets of a maximum predetermined size.
 34. A method as setforth in claim 31 wherein said step of breaking up said liquid fuel intofuel droplets further comprises the step of breaking up said liquid fuelwith an air pressure atomizer configured for producing said fueldroplets of a maximum predetermined size.
 35. A method as set forth inclaim 31 wherein said step of breaking up said liquid fuel into fueldroplets further comprises the step of breaking up said liquid fuel witha rotating atomizer configured for producing said fuel droplets of amaximum predetermined size.
 36. A method as set forth in claim 35wherein said step of breaking up said liquid fuel into fuel droplets ofa maximum predetermined size further comprises the steps of: a)providing a selected quantity of said liquid fuel to a constrained flowpath separate from a flow path of said induction airflow, b) providing aflow of gas into said constrained flow path, c) in said constrained flowpath, passing said flow of gas and said selected quantity of liquid fuelpast at least one turbulence-inducing device, breaking up said liquidfuel into said fuel droplets of a maximum predetermined size.